Bolster construction for railway-cars.



J. R. CARMBB..l 'BOLSTER GONSTRUGTION FOB. RAILWAY GARS.

APPLIoATIoN FILED APB. 4, 1910.

t 970,302; Patented sepn13,191o. '0,1 VVTi w I! :T y! TI l= 414m i1 Z2 L3 Z2 Y i R( v 4 L i zo JAMES R. GARNIER, OF WILMINGTON, DELAWARE.

BOLSTER CONSTRUCTION FOR RAILVAY-CARS.

Specification of Letters Patent.

Patented Sept. 13, 1910.

Application filed April 4, 1910. Serial No. 553,229.

To all lwhom it may concern:

Be it known that I, JAMES R. CARMnn, a citizen of the United States, residing at Wilmington, in the county of Newcastle and State of Delaware,'hav e invented new and useful Improvements in Bolster Construction for Railway-Cars, of which the followine' is a specification.

fhepresent invention relates to improvements in bolster constructions for railway cars.

It comprehends, generally, a construction wherein the two bolster members are directly connected by a truss bearing, the arrangement being such that the weight of the car body sustained centrally of the truck, thereby maintaining the car perfectly balanced'and at the same time, permitting free swinging movement of the truck, even though under a very heavy load, when travcling on a curve or tangent. In certain of the known constructions, it has been proposed to utilize a diagonal brace for the purposes specified; this structure is, however, in the forms hitherto employed, eX- tremely faulty by reason of the fact that the pressure exerted upon the lower ends of the braces by the load will occasion excessive friction due to the contact of said ends with each other and with the heel against which they rest, with the result, not only that wear takes place rapidly at such point, but also that the movement of the truck is seriously impeded, while the continued torsional strain upon the braces will quickly bend or twist the latter out of shape.

It is the essential object of. this invention to produce a diagonal truss bearing so constructed that while all of the advantages of such a bearing are retained, the objection able friction above referred to is obviated to a great extent, and the entire device is materially strengthened.

A structural embodiment of 'the is illustrated in wherein Figure 1 is a `front elevation of the improved truss applied to a bolster construeinvention tion, the latter being shown partly in section. 141g. 2 1s a bottom plan view of the car bolster. Fig. 3 is a top plan View of the truck bolster, with the truss applied thereto. Fig. 4 is a sectionA taken on the line el-4 ot- Fig. 1. Fig. 5 is a perspective View of the truss.

In said drawings, the upper, or car-cal the accompanying drawings,

ried, bolster and the lower, or truck-carried, bolster are indicated, respectively, in a general manner, by the numerals 1 and 2. Both holsters are hollow, and the presented wallsI thereof are provided with suitable interengaged centrally-located bearings 3 and 4 formed with registering apertures through which the connecting lcing-bolt 5 extends. The lower end of said bolt extends toward a bearing member or heel (5 arranged centrally of the floor of the truck bolster, said heel and floor being preferably of integral construction. The upper portion of the heel is reduced, as shown, thereby constituting a neck or step which is indicated in Figs. 1 and 3 b v the numeral 7. Upon this step there is loosely or pivotally titled the eye' portion 8 of the truss t), the preferred lorm of the latter being shown in Fig. 5. The two arms l() of the truss are arranged at an angle to each other, and are integrally connected at their lower ends b v the eye, said eye thus forming the apex of the angle. In effect, therefore, the truss comprises a pair of oppositely inclined or diagonal men'lbers of integral construction, having an aperture at their point of intersection.

lVhile the specific form of truss illustrated in Fig. n is preferred, no limitation thereto is contemplated or intended, provided that. the truss present the features ot' construction above enumerated.

The roof of the truck bolster 2 is formed with a pair of alining longitudinal slots 11 which are substantially sector-shaped, their smaller ends confronting each other, so as to provide for the play of the truss arms therein during the turning movements of the truck. The said arms project through these slots into the interior of the car bolster and toward the ends thereof, their upper ends being removably received in suitable open pockets l2 rigidly connected in any preferred manner to the under face of the roof of the bolster, the major portion of the floor of the latter being open or cut away. This arrangement admits, as will be appa-rent, of the car body being jacked up when repairs are necessary, thereby disengaging. the ends of the truss arms from said pockets, so that the truck may be run ont from beneath the car.

The employment ofthe angle truss, above described, has the obvious effect of sustain- `ing the car body centrally of the truck hv supporting the car bolster adjacent itsends,

and, in consequence, of perfectly balancing the car, this being due to the symmetrical construction and arrangement of the truss arms. The integral formation of the truss affords it maximum strength, and, further,

Anecessitates a synchronous movement of the truss arms. This construction, coupled with the pivotal fit of ythe truss eye upon the cylindrical step 7 of the heel 6, insures a free swinging movement 'of the truck. Finally, the strain upon the truss arms is relieved by their integral connection, and the strain and Wear upon the king-bolt and anyl parts associated therewith are likewise diminished.

l claim as my invention:

l. The combination, with the o erativelyassociated superposed car and truc r bolsters; of a truss connecting said holsters and comprising'a pair of diagonally-arranged members and an eye integrally connecting the convergent ends thereof; a pivotsecnred to the truckbclster and extending through said eye; and retaining devices secured to the car bolster toward the ends thereof ind engaged with' the divergent ends of saii members,

4 whereby the said car bolster ends are supported against sagging.

The combination, with the operatively- -associated superposed car and truck holsters; of an angle `truss of integral con rtruction connecting said holsters, said trnsfsung piv- .oted at' the meeting-ends of its arms to the door of the truck bolster and having the divergent ends of said arms connected with the roof ofthe car bolster toward the ends thereof, whereby said car bolster ends are supported against sagging.

3. The combination, with the operativelyassociated superposed car and truck holsters, the latter bolster being provided With a centrally-located upstanding pivot; of an angle vtruss of integral construction connecting said bolsters, said truss having an aperture at its apex through which said pivot looselyl extends, and having the divergent ends of its arms removably engaged With the car bolster toward the ends of the latter, 'Whereby said car bolster is snpportedat its ends against sagging and may be jacked up to disengage said trussxarm ends therefrom.

4. The combination, with the operatively associated superposed car and truck holsters, p

the latter of which has a slotted roof;l of an angle truss connecting said holsters, said truss being pivoted at its apex to thefloor ofthe truck bolster and having its arms extending through the slots in the roof thereof toward the ends of the car bolster; and open pockets secured Ato said car bolster for the reception of the divergent ends of said arms, whereby said car bolster may be jacked up to Withdrawv said pockets from engageiner With said arm ends.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

JAMES R. CAR-MER. `Witnesses Auron C. PYLE, W. C. DRAPER. 

